Anticlimbing construction for cars.



C. G. SWANSON. ANTICLIMBING CONSTRUCTION F08 CARS.

APPLICATION FILED OCT. 3|. 19H- 1 358,061. Patented Mar. 5,191& 2 SHEETS-SHEET 1- Mme/65653 fl izuerafor 030)!65 G n wzsorv V c. e. SWANSON. ANTICLIMBING CONSTRUCTION FOR CARS.

APPLICATION FILED OCT- 31, 19]!- Patented Mar. 5, 1918.

' 2 suns-sun 2 akin/@5566; flue/2501' UNITED STATES PATENT OFFICE.

CHARLES G. SWANSON, OF CHICAGO, ILLINOIS.

ANTICLIMBING CONSTRUCTION FOB CABS.

Application filed October 31, 1914.

To all whom it may concern:

Be it known that I, CHARLES G. Swanson, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Antiolimbin Constructions for Cars, of which the fol owing is a specification.

My invention pertains to railway car construction and particularly to means for preventing, in case of extraordinary longitudinal shock as by collision or derailment, the climbing of one car upon another or upon the engine and the resultant demolishing of the car bodies.

The rigid underframe of railway cars is not very liable to be injured under such circumstances, but the frame of one ear is likely to rise and over-ride that of the next adjacent car in the train, demolishing the less rigid superstructure or car body by an action commonly known as telescoping, and it not infrequently hap ens that the car next'the engine over-rides t e en' ine and is set on fire, adding the danger an loss from fire to that from impact.

By my invention I so construct theiterminal portions of the underframe' of the car thatone is prevented from passing over or beneath another b the engagement'of such:

portions, whereby the adjacent termina force of a collision, for instance, is sustained by the rigid underframe instead of acting upon the less rigid superstructure or body and telescoping is prevented.

The invention as thus outlined will be readily understood from the folloWin detailed description of a preferred em odiment of the same illustrated, by way of example, in the accompanying drawings, wherein Figure 1, is a fragmentar longitudinal section through adjacent en s of two cars equipped with the invention;

Fi 2, is a similar section through a combiner platform and double body bolster casting on the line 22 of Fig. 3;

Fig. 3 is a detail end view of the parts shown in Fig. 2; and

Fig. 4 is a transverse section on the line 4.4 of Fig. 2.

In those drawings wherein similar reference numerals are applied to correspond ng parts throughout, 11, 11 designates the adjacent ends of two cars coupled together in a train, the underframe of the cars including Specification of Letters Patent.

Patented Mar. 5, 1918.

Serial No. 869,542.

each a combined platform and double body bolster casting having the longitudinal sill members 12 and the end sills or cross beams 12 as well as the buffer beam 13, both of which beams 12 and 13 underlie the latform 1 1 and ordinarily project beyon the front end of the car body. extending transversely and substantially the full width of the car as shown in Fi 3 and forming a rigid and substantially integral part of the underframe.

The construction thus far described, and illustrated. in Fig. 2 above the line of bolts shown in said figure, is well known in steel cars. The underfra'me thus formed is very rigid and is adapted to sustain the longitudinal thrust or shockof collision but itoften happens that, instead of the butter beams 13 13 of adjacent cars striking squarely and transmitting the force of the impact "from one underframe to another, the beam of one car passes below or above that of the adjacent car and the some or the'collision is ex pended upon thefca'r body demolishing the same. To obviateall 'dang'er of such"olimbing or over-riduigof one car" by'another, I

providdineans upon the undertrame of one car" forengaging the beam of the adjacent car. v

As shown iii Figf a pair of heels 15', 15 are securely bolted at 16 to the lower face of the forward portion of the longitudinal members 12 which heels extend downwardly and forwardly beneath the buffer beam 13. This provides for equipping existing underframes of cars with the invention in such manner as to make the heels 15 substantially integral with the center sills of the car, but in case of original construction the center sills of the body bolster may be so shaped as shown in Fig. 1 as to include the heels designated in said figure as 15, the result being substantially the same.

It will be understood that in the normal Working of the train the heels occupy the positions shown in full line in Fig. l, but in case of one car striking an obstacle and coming to a sudden stop, the buffer beams 13 of the cars will abut one against another and if the beam of the rear car rides over the beam of the forward car the heels of the rear car will engage with the buffer beam of the forward car as indicated in dotted lines in said Fig. 1, thus el'lcctually preventing the telescoping of the forward by the rear car. In case the butter beam 13 should give way, the cross beam '12 parallel and adjacent thereto serves as a reserve abutment to be engaged by the heels and acts in the same manner to prevent the climbing of the cars one upon another.

I claim- 1. In car construction, the combination with the car underfraine including a transverse beam, of a heel forming a rigid pollion of the underfraine, the forwardend of the heel extending no farther forward than the front face of the beam and adapted to engage the beam of the next adjacent car in a train in case of extreme longitudinal shock only to prevent the overriding of one car by the other.

2. In car construction, the combination with the car underframe including a. transverse beam, of a heel forming a rigid portion of the underframe and extending forwardly in a horizontal plane below the plane of the beam and terminating short of the front face thereof, the forward end of the heel of onecar in a train adapted to engage thebeain ofthe next, adjacent. car incase of extreme longitudinal shock only to prevent the overriding of one car by the other.

3. In car eonstnuction, the combination.

with a cerunderfraine lncluding a; transse. new. i a P il, of j s ermine a rigid portion of the underfram and located upon each side of the longit i inalaxis of the car, the forward, ends of the heels of one car in a train; extendinghno fart-her forward than thejfrontfface of, t e beam of such car and adaptedto engage the beam of the next Copiumtthi; patent may be obtained for adjacent car in case of extreme longitudinal shock only to preventthe overriding of one car by the other.

4; In car construction, the combination with a car underframe including a transverse beam, of a pair of heels forming a rigid portion of the underframe and located upon each side of the longitudinal axis of the car and extendin forwardly in a horizontal plane below the plane of the beam and terminating short. of the front face thereof, the forward ends of the heels of one car in a train adapted to engage the beam of the next adjacent car in case of extreme longitudinal shock only to prevent the overriding of one car by the other.

5. In car construction, the combination, with a substantially integral combined platform and double body bolster casting form ing a part of the under-frame of a car and including a buffer beam, of a pair of heels rigidl connected with the body bolster casting 0 the underframe upon each side'of the longitudinal axis of the car and extending forwardly beneath but short ofthe front face of the said beam, the heels of one car in a train adapted to engage the beam fofthe next adjacent car in case of extreme longitudinal shock only to prevent the overriding of one by the other, substantially as described. 7

CHARLES G. SWANSON. Witnesses:

M, R, Tnoilrson,

IV. MdLARnN.

Waiihington, C. 

